Continuously variable transmission
A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.
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The present application claims priority to the U.S. Provisional Patent Application Ser. No. 62/644,717, filed Mar. 19, 2018, and is co-filed with U.S. Patent Application Ser. No. 16/357,676, filed Mar. 19, 2019, the complete disclosures of which are expressly incorporated by reference herein.
FIELD OF THE DISCLOSUREThe present invention relates generally to a transmission for a vehicle and, in particular, to ducting for a continuously variable transmission on a utility vehicle.
BACKGROUND OF THE DISCLOSURESome vehicles such as utility vehicles, all-terrain vehicles, tractors, and others include a continuously variable transmission (“CVT”). The CVT includes a drive clutch, a driven clutch, and a belt configured to rotate between the drive and driven clutches. The position of the drive and driven clutches may be moved between a plurality of positions when the vehicle is operating.
Available space is often limited around the CVT which may make it difficult to service various component of the CVT, for example the belt. Additionally, the intake duct and the exhaust duct of the CVT must be positioned to receive appropriate air flow to cool the components within a housing of the CVT. Therefore, it is necessary to appropriately configure a CVT for sufficient air flow within the housing and for ease of serviceability and maintenance.
SUMMARY OF THE DISCLOSUREIn one embodiment of the present disclosure, a continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch, a driven clutch operably coupled to the drive clutch, and a housing generally surrounding the drive and driven clutches. The housing includes an inner cover having a first air inlet and an outer cover removably coupled to the inner cover and having a second air inlet.
In another embodiment of the present disclosure, a powertrain assembly for a vehicle comprises a prime mover, a shiftable transmission operably coupled to the prime mover, and a continuously variable transmission (“CVT”) operably coupled to the prime mover and the shiftable transmission. The CVT comprises a drive clutch, a driven clutch operably coupled to the drive clutch, a belt extending between the drive and driven clutches, and a housing generally surrounding the drive and driven clutches. The housing includes an inner cover and an outer cover removably coupled to the inner cover. The powertrain assembly further comprises a bearing housing positioned intermediate a portion of the prime mover and the CVT and which is removably coupled to the CVT and removably coupled to at least one of the prime mover and the shiftable transmission.
In a further embodiment of the present disclosure, a continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch, a driven clutch operably coupled to the drive clutch, and a housing generally surrounding the drive and driven clutches. The housing includes an inner cover and an outer cover removably coupled to the inner cover. A radial distance between a peripheral surface of the inner cover and a radially-outermost surface of the driven clutch increases in a direction of air flow.
A continuously variable transmission (“CVT”) for a vehicle comprises drive clutch including a moveable sheave and a stationary sheave, a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave, and a housing generally surrounding the drive and driven clutches. The housing includes a single air inlet and a single air outlet. The housing is configured to flow air from a position adjacent the stationary sheave of the driven clutch to a position adjacent the stationary sheave of the drive clutch.
A continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch and a driven clutch operably coupled to the drive clutch. The driven clutch includes a moveable sheave and a stationary sheave, and the stationary sheave includes a plurality of fins extending axially outward and an angular distance between adjacent fins of the plurality of fins is less than 15 degrees.
A continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch including a moveable sheave and a stationary sheave and a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave. The CVT further comprises a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover. The inner cover includes at least one volute and a channel configured to cooperate with the at least one volute to direct air within the housing toward the driven clutch.
A continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch including a moveable sheave and a stationary sheave and a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave. The CVT further comprises a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover. The outer cover includes a channel configured to direct air toward the drive clutch.
A continuously variable transmission (“CVT”) for a vehicle comprises a drive clutch including a moveable sheave and a stationary sheave and a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave. The CVT further comprises a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover. A distance between an outermost surface of the stationary sheave of the driven clutch and an innermost surface of the outer cover is approximately constant along a portion of the outer cover.
The above mentioned and other features of this invention, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, where:
Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional.
DETAILED DESCRIPTION OF THE DRAWINGSThe embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to any vehicle with one or more ground-engaging members and a continuously variable transmission, including, but not limited to, all-terrain vehicles, motorcycles, snowmobiles, scooters, three-wheeled vehicles, and golf carts.
Referring to
Vehicle 2 further includes a lower frame assembly supported by ground-engaging members 4, which extends along a longitudinal axis L of vehicle 2. Additionally, in one embodiment, vehicle 2 may include an upper frame assembly 10 extending vertically above the lower frame assembly, however, alternative embodiments of vehicle 2 may not include upper frame assembly 10. The lower frame assembly supports a rear cargo area 12 and a vehicle body 14, which includes a plurality of body panels.
Vehicle 2 also includes an open-air operator area 20 which, illustratively, includes seating 22 for one or more passengers. As such, operator area 20 is exposed to ambient air and is not fully enclosed. Alternatively, vehicle 2 may include a cab assembly (not shown), such as a roof, front windshield, rear windshield, and doors, to enclose operator area 20. Upper frame assembly 10 may be positioned generally around operator area 20 such that seating 22 is at least partially surrounded by upper frame assembly 10. Illustratively, seating 22 includes an operator seat and a passenger seat, however, seating 22 may also include rear seats for additional passengers or may include only a single seat for carrying the operator. Seating 22 may include a seat back 24 and a seat bottom 26.
Operator area 20 further includes a plurality of operator controls 28, such as a steering wheel 16, by which an operator may provide inputs for operating vehicle 2. Various operator controls, including the steering assembly, may be further described in International Patent Application No. PCT/US13/64516, filed on Oct. 11, 2013, the complete disclosure of which is expressly incorporated by reference herein.
Referring still to
Referring to
As shown in
With respect to
In embodiments, as shown in
Additionally, routing tray 200 includes at least one channel 207 configured to receive a wire, tubing, pipe, or other conduit. In this way, various conduits of vehicle 2 may be routed around a portion of CVT 34 but not contact various portions of housing 40 of CVT 34.
Additionally, outer cover 44 may be comprised of a metallic material and/or a polymeric material, such as an injection-moldable plastic. As shown best in
Referring to
Referring now to
As shown in
Referring still to
During operation of CVT 34, drive clutch 70 engages belt 74 and when belt 74 engages driven clutch 72, driven clutch 72 rotates, which causes the shaft of the geartrain to rotate. More particularly, drive clutch 70 rotates with the crankshaft of engine 32 and the rotation thereof drives rotation of driven clutch 72 through rotation of belt 74. Depending on the operating conditions of vehicle 2, moveable sheaves 76, 82 of drive clutch 70 and driven clutch 72, respectively, may be moved relative to stationary sheaves 78, 80 to adjust driving ratios for vehicle 2. During movement of moveable sheaves 76, 82, belt 74 is configured to move between a starting position and a high-ratio position. Movement of moveable sheaves 76, 82 may be electronically, mechanically, or fluidly controlled.
With respect to
As shown in
In one embodiment, first portion 88 includes 18 fins 84 and second portion 90 includes 18 fins 84. As such, stationary sheave 78 of drive clutch 70 may include a total of 36 fins 84. However, in other embodiments, first and second portions 88, 90 may include different and/or unequal numbers of fins 84 and stationary sheave 78 may include a total number of fins 84 less than or greater than 36. In one embodiment, an angular distance between fins 84 may be approximately equal to or less than 15 degrees and, other embodiments, the angular distance between fins 84 may be approximately 6-10 degrees if the number of fins 84 is increased. By including fins 84 on stationary sheave 78, the surface area of sheave 78 is increased. In this way, the surface of sheave 78 which may be exposed to ambient air entering housing 40 is increased, thereby allowing for increased efficiencies when cooling stationary sheave 78 and when removing heat from belt 74.
Referring still to
As shown best in
In addition to the increased surface area of at least sheaves 78, 80, 82 through respective fins 84, 92, 98, the configuration of housing 40 increases cooling efficiencies of CVT 34. More particularly, and referring to
As shown in
Air A then flows in a generally counterclockwise direction about stationary sheave 78 and is distributed about a center portion thereof to provide cooling air thereto, as indicated by the circled “dot” in
Air A at driven clutch 72 also may flow in a generally counterclockwise direction and, in some embodiments, may join with air A initially entering housing 40 through channel 110. Additionally, air A may flow outwardly towards moveable sheave 82 of driven clutch 72, as indicated by the circled “dot” to join with other flow streams or paths of air A. When air A at driven clutch 72 circulates about stationary and moveable sheaves 80, 82 of driven clutch 72 and flows towards an upper portion of inner cover 42, air A may exit housing 40 at portion or channel 114 and flow outwardly from housing 40 through outlet port 48 and outlet duct 52.
To promote air A to flow counterclockwise about driven clutch 72, peripheral surface 54 of inner cover 42 is configured to increase in distance from driven clutch 72 in the direction of the flow of air A. More particularly, where air A flows from third channel 113 towards driven clutch 72, a distance D3 between the radially-outermost surface of driven clutch 72 and the inner portion of peripheral surface 54 is less than a distance D4, defined as the distance between the radially-outermost surface of driven clutch 72 and the inner portion of peripheral surface 54 generally adjacent outlet port 48. By configuring peripheral surface 54 of inner cover 42 to increase in distance from driven clutch 72 in the counterclockwise direction, air A is guided or encouraged to flow in the counterclockwise direction to cool the entirety of driven clutch 72 and any hot air generally surrounding driven clutch 72 is guided toward outlet port 48 to be expelled from housing 40. Therefore, the configuration of housing 40 and, in particular, inner cover 42, promotes air flow about driven clutch 72 and guides hot air towards outlet port 48, thereby increasing cooling efficiency for CVT 34.
Referring to
As shown best in
As disclosed herein, bell housing 160 is integral with transmission 35 such that bell housing 160 is integrally formed with a housing of transmission 35. Transmission 35 is configured to be operably coupled with the driven clutch of CVT 34′ through an input shaft 166 of transmission 35. In this way, rotational movement of the driven clutch is transferred to transmission 35 through input shaft 166. Transmission 35 includes an internal gear set (not shown) which transfers movement to an output shaft 168 configured to be operably coupled to a rear drive member (not shown) for providing motive power to rear wheels 8. Referring to
Carrier bearing assembly 164′, as shown in
It may be appreciated that portions of carrier bearing assembly 164′ are positioned within the inlet of drive clutch 70′. For example, at least nose 212 of bearing housing 210, rolling element bearing 220, and portions of axial shaft 226 are received within the inlet of drive clutch 70′ such that carrier bearing assembly 164′ positions bell housing 160′ and transmission 35 as close to CVT 34′ as possible. More particularly, at least portions of carrier bearing assembly 164′ are positioned within housing 40′ of CVT 34′, thereby allowing CVT 34′ to be packaged in close proximity to transmission 35 given that this area of vehicle 2 tends to be crowded with additional components.
Because carrier bearing assembly 164′ positions CVT 34′ in close proximity to bell housing 160′ and transmission 35, seal 216 is configured to prevent oil transfer to/from CVT 34′. More particularly, seal 216 includes a body portion 217a and a flange or wiper 217b coupled to body portion 217a and positioned at an axial end of body portion 217a. At least wiper 217b is comprised of a rigid material, for example a metallic material. Body portion 217a has a serpentine configuration and is positioned with central aperture 214 of nose 212 of bearing housing 210 while wiper 217b is a generally linear member and is positioned axially outward of nose 212 such that wiper 217b is in sealing contact with shaft 226 and the axial end of nose 212. Body portion 217a also includes at least one spring 219, illustratively comprised of a rigid material such as metal, as shown best in
Wiper 217b of seal 216 (which is the same configuration for seal 240) is configured to prevent debris contact the sealing lip(s) of seal 216. For example, in the event of a failure of belt 74′, cord and debris may become entangled around shafts 166′ and/or 226 between sheave 84′ and/or sheave 94′ and adjacent seal 216, 240. During subsequent operation, relative motion between belt cord material and seal(s) 216, 240 generate enough heat and abrasion to potentially damage seal 216, 240. The continued operation of sheaves 84′, 94′ create a vacuum which then could allow oil transfer between CVT 34′ and transmission 35. However, the position and configuration wiper 217b relative to nose 212 and shaft 226 prevents seal 216 from contacting cord and debris from failed belt 74′ even if belt 74′ applies a pressure thereto.
During operation of transmission 35 and CVT 34′, as belt 74′ and moveable sheave 76′ of drive clutch 70′ move relative to each other, belt 74′ may exert a force on stationary sheave 78′. This force could be transmitted to seal 216 and potentially push seal 216 such that seal 216 moves out of position and creates a vacuum which allows oil transfer between CVT 34′ and transmission 35. However, the position and configuration of wiper 217b relative to nose 212 and shaft 226 prevents seal 216 from moving even if belt 74′ applies a pressure thereto. As such, wiper 217b maintains the position of seal 216 on shaft 226. More particularly, because wiper 217b is positioned outwardly of nose 212 and bearing housing 210 extends into housing 40′ of CVT 34′, wiper 217b is exposed to the inside of housing 40′ and cannot be pushed into bearing housing 210 even if belt 74′ applies a pressure thereto.
Additionally, the diameter of nose 212 of carrier bearing assembly 164′ is minimized by selecting a non-spherical rolling element bearing 220 to provide an annular space for cooling air to enter through inlet port 46a to get to the center of stationary sheave 78′ of drive clutch 70′. In this way, the configuration of carrier bearing assembly 164′ allows for increased cooling air to facilitate cooling of at least drive clutch 70′ while also maintaining close proximity of CVT 34′ to transmission 35.
Referring now to
Additionally, outer cover 44′ may be comprised of a metallic material and/or a polymeric material, such as an injection-moldable plastic. As shown best in
Referring to
Additionally, outlet port 48′ is sealingly coupled to an outlet duct 52′ to expel hot air from CVT 34′. As shown in
Referring now to
As shown in
Referring still to
During operation of CVT 34′, drive clutch 70′ engages belt 74′ and when belt 74′ engages driven clutch 72′, driven clutch 72′ rotates, which causes the shaft of transmission 35 to rotate. More particularly, drive clutch 70′ rotates with the crankshaft of engine 32′ and the rotation thereof drives rotation of driven clutch 72′ through rotation of belt 74′. Depending on the operating conditions of vehicle 2, moveable sheaves 76′, 82′ of drive clutch 70′ and driven clutch 72′, respectively, may be moved relative to stationary sheaves 78′, 80′ to adjust driving ratios for vehicle 2. During movement of moveable sheaves 76′, 82′, belt 74′ is configured to move between a starting position and a high-ratio position. Movement of moveable sheaves 76′, 82′ may be electronically, mechanically, or fluidly controlled.
With respect still to
As shown in
Referring still to
In one embodiment, first portion 92a′ includes 18 fins 92′ and second portion 92b′ includes 18 fins 92′. As such, moveable sheave 82′ of driven clutch 72′ may include a total of 36 fins 92′. However, in other embodiments, first and second portions 92a′, 92b′ may include different and/or unequal numbers of fins 92′ and sheave 82′ may include a total number of fins 92′ less than or greater than 36. In one embodiment, an angular distance between fins 92′ may be approximately equal to or less than 15 degrees and, other embodiments, the angular distance between fins 92′ may be approximately 6-10 degrees if the number of fins 92′ is increased. By including fins 92′ on moveable sheave 82′, the surface area of sheave 82′ is increased. In this way, the surface of sheave 82′ which may be exposed to ambient air entering housing 40′ is increased, thereby allowing for increased efficiencies when cooling moveable sheave 82′ and removing heat from belt 74′.
As shown best in
In addition to the increased surface area of at least sheaves 78′, 80′, 82′ through respective fins 84′, 92′, 98′, the configuration of housing 40′ increases cooling efficiencies of CVT 34′ and allows for increased heat removal from belt 74′. More particularly, and referring to
During operation of CVT 34′, as air A enters housing 40′ through inlet port 46b′, fins 98′ on stationary sheave 80′ may fill with air A flowing into first channel 110′ and then evacuate air in a radial direction once fins 98′ rotate past first channel 110′, thereby moving air A about driven clutch 72′ and towards second channel 112′. It may be appreciated that inner cover 42′ includes a wall or extension member 126 (
As air A flows from first channel 110′ and within second channel 112′ of outer cover 44′, air A flows from driven clutch 72′ to drive clutch 70′ along an upper surface of outer cover 44′ and continues to flow within second channel 112′ along a lower surface of outer cover 44′ where it is exhausted from housing 40′ through outlet port 48′ of inner cover 42′. In this way, air A flows into first channel 110′ from inlet port 46b′ on outer cover 44′ and the configuration of outer cover 44′ allows air A to flow therein to cool both stationary sheave 80′ of driven clutch 72′ and moveable sheave 76′ of drive clutch 70′.
Referring still to
The configuration of housing 40′ includes a plurality of volutes configured to promote and direct air A to flow within housing 40′. Illustratively, housing 40′ includes at least three volutes including a first volute 120, a second volute 122, and a third volute 124. More particularly, as shown in
Additionally, and as shown in
As is also shown in
In addition to volutes 120, 122, 124 for directing air A through housing 40′, at least moveable sheave 82′ of driven clutch 72′ includes a windage plate 128 coupled thereto, as shown best in
Additional details of vehicle 2 and/or the powertrain assembly may be disclosed in U.S. patent application Ser. No. 15/388,436, filed Dec. 22, 2016; U.S. patent application Ser. No. 15/388,106, filed Dec. 22, 2016; and U.S. Patent Application Ser. No. 62/613,796, filed Jan. 5, 2018, the complete disclosures of which are expressly incorporated by reference herein.
While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.
Claims
1. A continuously variable transmission (“CVT”) for a vehicle, comprising:
- a drive clutch;
- a driven clutch operably coupled to the drive clutch, and the driven clutch includes a moveable sheave and a stationary sheave, and the stationary sheave includes a plurality of fins extending axially outward and an angular distance between adjacent fins of the plurality of fins is less than 15 degrees, wherein the plurality of fins includes a first plurality of fins and a second plurality of fins, and the second plurality of fins has a length less than that of the first plurality of fins.
2. The CVT of claim 1, wherein the angular distance between adjacent fins of the plurality of fins is approximately 6-10 degrees.
3. The CVT of claim 1, further comprising a housing generally surrounding the drive and driven clutches, the housing including an inner cover having a first air inlet and an outer cover removably coupled to the inner cover and having a second air inlet.
4. The CVT of claim 3, wherein the first air inlet is positioned adjacent the drive clutch and the second air inlet is positioned adjacent the driven clutch.
5. The CVT of claim 3, wherein the inner cover further includes an air outlet.
6. The CVT of claim 5, wherein the air outlet is positioned adjacent the driven clutch.
7. The CVT of claim 1, wherein the stationary sheave of the driven clutch is defined by a bell portion and an outer sheave face extending radially outward from the bell portion, and the bell portion includes the plurality of fins, and the plurality of fins includes a first plurality of fins extending longitudinally outward therefrom and the outer sheave face includes a second plurality of fins extending radially outward therefrom, and a number of fins defining the second plurality of fins, and at least a first portion of the second plurality of fins has a length less than that of a second portion of the second plurality of fins.
8. The CVT of claim 7, wherein each of the fins of the first and second pluralities of fins extends substantially radially and has an axial height approximately equal to that of the first and second pluralities of fins.
9. The CVT of claim 7, wherein the number of fins defining each of the first and second pluralities of fins in combination is greater than 24.
10. The CVT of claim 9, wherein the number of fins defining each of the first and second pluralities of fins in combination is 36.
11. The CVT of claim 1, wherein the inner cover defines an air channel configured to allow air flow between the drive and driven clutches.
12. The CVT of claim 1, further comprising a windage plate coupled to at least one of the drive clutch and the driven clutch.
13. The CVT of claim 12, wherein the driven clutch includes a moveable sheave and a stationary sheave, and the windage plate is coupled to the moveable sheave.
14. The CVT of claim 1, wherein the housing includes at least two of a first volute generally adjacent the stationary sheave of the drive clutch and configured to direct air toward the driven clutch, a second volute generally adjacent the driven clutch and configured to direct air toward the drive clutch, and a third volute generally adjacent the driven clutch and configured to direct air toward an outlet of the housing.
15. The CVT of claim 1, wherein the outer cover includes a channel extending along at least a portion of a peripheral surface of the inner cover, and the channel is configured to direct air flow from the driven clutch to the drive clutch.
16. The CVT of claim 15, wherein the channel is configured to direct air flow in a counterclockwise direction.
17. A continuously variable transmission (“CVT”) for a vehicle, comprising:
- a drive clutch including a moveable sheave and a stationary sheave;
- a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave; and
- a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover, and the inner cover includes at least one volute and a channel configured to cooperate with the at least one volute to direct air within the housing toward the driven clutch.
18. The CVT of claim 17, wherein the at least one volute is positioned adjacent stationary sheave of the drive clutch.
19. The CVT of claim 17, wherein the channel is configured to direct air towards a center portion of the drive clutch.
20. The CVT of claim 17, wherein the at least one volute includes a first volute and a second volute, and the first volute is configured to cooperate with the channel to direct air toward the driven clutch, and the second volute is configured to direct air within the housing toward an outlet.
21. A continuously variable transmission (“CVT”) for a vehicle, comprising:
- a drive clutch including a moveable sheave and a stationary sheave;
- a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave; and
- a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover, and the outer cover includes a channel defined within a recess defined on an interior surface of the outer cover, the channel configured to direct air toward the drive clutch, wherein the inner cover includes a diverter member positioned adjacent the stationary sheave of the drive clutch and configured to direct air from the channel toward the stationary sheave and wherein a second channel is defined between the outer cover and the inner cover and between the diverter plate and the inner cover.
22. The CVT of claim 21, wherein the channel is configured to direct towards the stationary sheave of the drive clutch at a position within the inner cover.
23. A continuously variable transmission (“CVT”) for a vehicle, comprising:
- a drive clutch including a moveable sheave and a stationary sheave;
- a driven clutch operably coupled to the drive clutch and including a moveable sheave and a stationary sheave; and
- a housing generally surrounding the drive and driven clutches and including an inner cover and an outer cover, and a distance between an outermost surface of the stationary sheave of the driven clutch and an innermost surface of the outer cover is approximately constant along a portion of the outer cover.
24. The CVT of claim 23, wherein the distance between the outermost surface of the stationary sheave of the driven clutch and the innermost surface of the outer cover increases at a tapered region of the outer cover.
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Type: Grant
Filed: Mar 19, 2019
Date of Patent: Feb 14, 2023
Patent Publication Number: 20190285160
Assignee: Polaris Industries Inc. (Medina, MN)
Inventors: Stephen L. Nelson (Osceola, WI), Amery D. Kuhl (North Branch, MN), Narender Bejawada (Maple Grove, MN), Bruce E. Herrala (Monticello, MN), David J. Hicke (Hugo, MN), Paul Averillo (Leicestershire), Giorgio Demetriou (Coventry), Jeffrey I. Peterman (Stacy, MN)
Primary Examiner: Gene O Crawford
Assistant Examiner: Emily R Kincaid
Application Number: 16/357,695
International Classification: F16H 57/027 (20120101); F16H 61/66 (20060101); F16H 41/30 (20060101); F28F 9/22 (20060101); F16H 57/035 (20120101); F16H 61/662 (20060101); F16H 57/04 (20100101); F16H 57/023 (20120101);